Track-control circuit.



W. B. MURRAY.

TRACK CONTROLA CIRCUIT.

APPucmon mso :uw 27. |912.

Patented Apr. 25, x1916.

m Nm mum m 'Win10,'. D- G W. B. MURRAY. TRACK CONTROL CIRCUIT.

APPLICATION FILED JULY 21. |912. 1,180,790. Patented Apr. 25,1916.

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' To all whom t may concern:

an erna WILLXAM B. MURRAY, 0F VVASHI'.Efl()il?, DISTRICT 0F COLUMBIA, ASSIGrTR TO THE MILLER TRAIN CONTROL CORPORATION, OF STAUNTON, VIRGINIA, A CORPORATIN 0F VIRGINIA.

incenso. y,

rignal application led .uly 12, 1911,

Be it known that I, WILLIAM B. MURRAY, a citizen of the United States, residing at lVashingtoInin the District ofv Columbia, haveinvented certain new and useful Improvements in Track-Control Circuits, 0f which the following is a specification.

The present invention relates to mechanically operated and electrically controlled train control systems, and particularly to such systems shown and described in my copending ap lication formeehanically oper'- ated and e ectrically controlled train con-f troLsystem, filed July 12, 1911, Serial No. 638,108, of which the present application 1s a division'.

An important object of this invention is to provide a novel electrical system, including circuits connected with ramps which mechanically operate the train stopping and signalvactuating means, such operation being electrically controlled by the circuits.

Other objects and advantages of the inventionwill be apparent during the course of the following description.

ln the accompanying drawings forming a part of this specification and in which like numerals are employed to designate like lparts throughout the same, Figure l is a diagrammatic viewA ot the track and circuits associated therewith, Fig. 2 is a side' elevation of the mechanically operated and electrically controlled apparatus, Fig. 3 is an edge view of the same, Fig. 4 is a horizontal sectional view taken on line 4 4 of Fig. 2, and, Figa-5. is a side elevation of a ramp.

In Fig. 1, the numerals 1 and 2 designate track rails, insulated at spaced intervals, as shown at 3, to divide the track into a` plurality of blocks of suitable length, which are designated l', 2', 3 and 4'. Near the entrance end of each block is arranged a ramp, which is curved longitudinally in a vertical plane and formed of two ramp. secl tions 4 and 5, which are insulated from each other, as shown at 6.

The engines or trains are run in one di rection, that is from right to left, as indicated by the arrows. 'At the right or en- -tranceend of the blocks 1', 2' and /.are'A disposed semaphores, comprising paddles .20', 21- and 22', respectively. It is'fto be understoodthat a semaphore is plated at Specification of Letters ,Patent TRACK-ONTROL CIR-CUIT.

Patented 25, i916.

Serial No. 638,108. 4lividec and this application led July 2'?, 1912. Serial No. 711,795.

the entrance end of each of the remaining blocks, (not shown). The paddles are adapted to assume three positions, a horizontal to indicate danger, as shown by the paddle 20', an intermediate position to indicate caution, as shown by the paddle 21', and a lowermost position to indicate a clear track, as shown by the paddle 22'. These paddles may be either manually moved. or i operated by an automatic electrical control system. rlhe ramp sections 4 and 5 are disposed near the entrance endsof the blocks and control the passage of the engine into the next block to the left. At the exit end of each block is disposed a source of current .23 connected by a Wire with the rail 2 and having its winding connected with the rails 1 and 2 by wires 27 and 28. An' armature 29 is disposed near the end of the'electromagnet 261 fand is held adjacent the electromagnet while the same is energized but Will automatically move away from the same when the electro-magnet is denergized. As long as an engine does not enter the block, it is obvious that a circuit is closed and current will flow from one side of the source of current 23', through rail 2, through Wire 28', through electro-magnet 26', through rail l, and through wire 24, back to the source of current 23. `When an engine travels into tire entrance end 01"' the block, the above reerred .to circuit is made through the engine and the electro-magnet 26 is cut out of circuit.

The numeral 23 designates a source' of current having o-ne pole electrically connected with the rail l and its opposite pole connectedA with the armature 29. A stationary contact 24 is disposed near the armature 29 and is adapted to be engaged by the same when the electric-magnet 26 is energized .and disengaged when the electro-magnet is denergized. The stationary contact 24 has electrical connection with a pivoted contact segment 30a, adapted to engage and disengage spaced. stationary contacts 31a, 32 and 33a. The Contact segment 30a swings in a vertical/plane and is adapted to assume three positions, an upper'to engage contact 33a, an intermediate position to engage both con;

tacts 32@ and' 31H, and a lovvermo'st position to engage contact 31a. This contact segment is inoved synchronously with its adjacent signal paddle and has operative connection with the same through the medium of a rigid rod 34, having suitable pivotal connection with the paddle and the contact segment. Connected with the Contact 32a is a wire 35a, having connection with the ramp section et and connected with the contact 3l is a wire 3G havingvconnection with the rampsection 5. From the description of the above referred to parts, it is obvious that when the paddle is in its .horizontal position, both ramp-sections 4 and are disconnected from the source of current 23, when the paddle is in its intermediate position both rainpsections have connection with the source oi current, and when the paddle is in its lowermost position, the ramp-section 4s is disconnected from 'the source of current and the ramp-section 5 co-nnected with the same. Attention is called to the fact that the connecting and disconnecting of the ramp-sections work true with the signal paddle as long as the signal paddle is true. It the signal paddle at the entrance to a block is in its lowerinost position to indicate a clear block, but in fact the block is occupied, the electro-magnet 2G will be denergized by the engine cutting the same out ot' the track circuit and hence both of the rampseetions 4f and 5 near the entrance end of the block will be disconnected from the source of current, although according to the position ot' the paddle, the ramp-section 5 should have had electrical connection with said source of current.

Attention is now called to Figs. 2 and 3, 'wherein is shown a mechanically operated and electrically controlled apparatus, whichv is carried by the engine. This apparatus comprises a vertically movable structure iiicludiiig a bar 27, the upper end of which is slidably mounted in a socket 28, rigidly attached to a bracket 2), which. is suitably secured to the ti'aiiie\voi.k of the engine. The lower end otthe bai 27 fits within a rccesf: formed upon one side oit a shank 30 of a shoe 3l. The bar 27 insulated from the shank 30 as shown at 30" and is rigidly attached thereto by bolts 32. `he shoe 51 is adapted to engage the ramps and to be elevated thereby. ln order that the shoe 3l. may not suffer from wear owing` to itsl engagement with the ramps, I provide a removable block 33, which is preferably formed of hard steel. This block is mounted within a recess formed in the lower portion ot the shoe 3l and is held therein by suitable means and is adapted to conduct an electric current from the ramp to the shoe 3l. The bar 27 has a bracket rigidly connected therewith intermediate the ends thereof, and an arm 35 is pivotally connected. with bracket 34, as shown at 36. The

upper portion oft the swinging arin 35 is provided with an enlarged head 37, through which is formed an inverted L-shaped slot 38, as shown. The head 37 carries a lateral extension or ear 39, provided with a pin 40, to operate within an elongated slot 4:1 formed through the vertical arm of a bellcrank lever 42. This bell-crank lever is pivotally mounted upon the bracket 29, as shown at 43. An upright 44 is rigidly mounted upon the bracket 29 and serves to rigidly hold a solenoid 45, having a movable core 46, which is connected to the horizontal arm of the bell-crank lever i2 through the medium of a pivotal link 47. Vhen the solenoid 45 is energized, the bell-crank lever `Ll2 is moved to swing the arm 35 to the right,

whereby a pin 48 is Epositioned in thevertical portion of the slot 38.v The pin 48 has rigid connection with the upper endor head of a swinging arm i9, pivoted as shown at 50, with the horizontal arm of a bell-crank lever 51, which is pivoted, shown at 52, with a stationary bracket 53, preferably attached to the support or bracket 29. The swinging arm 49 carries upon its outer side a laterally extending lug 54, adapted to engage a corresponding lug carried by the horizontal arm of: the bell-crank lever 51. The function ot these lugs is to prevent the arm. 49 from swinging to the, right with relation to the bell-crank lever 51 when such bell-crank lever is in its normal starting position.

Rigidly mounted upon the bracket 2i) is van upright 56, disposed to one side of the head 37, as shown. At the upper end of the upright 5G is rigidly attached a horizontal arm 57, to which is pivoted, as shown at 58, a vertically swinging lever 5f), which is urged upwardly by a spring (il), to engage a stop (30. The lever 59 and associated mem-t bers are disl'iosed upon the opposite side ot' the bar 27 with relation to the arm 35. This lever 'is apcrti'n'ed at its 'tree end as shown at Gl., for connection with a cable (12, which has connection with a discharge valve 62', carried by the engine and adapted when operated to cause a whistle (not shown) disposed in the engine c; b, to be sounded. This `is the customary whistle provided on ali engine. and is generally operated by the conductor or other attendant pulling a cord ex-' tending through the cars. When the lever 5!) is swung downwardly the discharge valve 62 is operated. Pivotally mounted upon the upper end of the swinging arm 35, is a swinging arm (il, provided with an elongated slot (35, within which operates a pin (56, carried by the lever 5f). lhc inner wall of the slot (55 is provided with a recess (3T, adapted to receive the pin (i6, when the swinging arm (i4 is swung to the right and held in this position by means to be next described. A curved arin 68 is rigidly conthe solenoid v45 by a wire 7l and solenoid 45y f is connectedjin series with the soleno1d'69 nected with the head 37 and serves to rigidly holda solenoid 69,' having its movable core connected with the swin 'ng arm 6 4 through l=tl1e medium of a pivote link 70.

,. The shoel iseiectrically connected with `one endof the'-winding`of the solenoid 69 and is.connected.with the Abracket 53 and hencelis grounded tothe vframe of the -en ."gine-q-*F rom theidescription of the above referred to parts, :it is obvious that the two i .,solenoid's 45 and 69 are simultaneously ener- 2.5

gized and. denergized. l

The Afupstanding arm of the bell-crank lever `5l is suitably connected with trainA ystopping means, to operate the same. rIhis train'stopping means is shown in my copending application, above referred to, as comprising means for cutting of the supply of steam v'and applying-the brakes. In'the presentfapplication such .means is shown ldla'grainniatically in the form of an air brake valve 51a.

" "In the operation of the entire system, the

trains are run in .one directin, as lllu'strated Vin Fig. .1. To more clearly explain the operation of the system, it may be assumed that block l `is occupied andthe paddle 20 isinoved to the horizontal or danger position. The block 2 is in caution condition andthe, paddle v.21 is mdved to assume its in termedi'atepo'sition. The block 3 is clear andthe paddle 22is moved to its lowerrnost vposition. '-The operation of the paddle 20',

21 ,and 22 may be eliectedmanually or by electrical apparatus. `When the paddles are '.operated manually telephonie communicavvelectro-magnet 26" cut outof circuit and deenergized. |The armature 29 will then disengage contact 24, whereby current cannot y. ger position holds thesegment 30ZL in its i nected vfrom the source of current 23 by two How from the .source of current 23. The paddle 20 occupying its horizontal or danupper-most position and places the segment 1n engagement with the contact 33a. The ramp-sections 4 and 5 disposed mear the entrance end of the block 1 are thus disconmeans, 'namely the denergized' electro- 'Inagnet 26 and the contact segment30a. At-

l' tention is called to the factI that lshould the 'paddle 20l have been'falsely set to, indicate .that the block 1 .is clear, the electro-magnet 2 6 being stilldenergized, the rampsections 4j f.4 an'd 5. could have no electrical connection vwith the source of current 23. .Astliere is be closed and current will iiow from one side of the sourcevof current 23 4through rail 2, through wire 28', through electro-magnet 26- at the entrance end of -block 2,.through 4wire 27', and back' to the source of current 23 through the Wire 24.- The electromagnet 26 at the entrance end ofthe block 2 is now energized and contact 24 engages the armature 29. rlhe paddle 21 when moved to itsintermediate position, swings the contact segment 36a to' its intermediateV position for engagement with both contacts 31a and 32a. The two ramp-sections 4 and 5 near the entrance end 0f block 2 both have electrical connection with the source of current 23, through armature v29', contact segment 30, and Wires 35 and 36, In connection with block 3', the above described track circuit is closed and the electro-magnet 26 near 'l the entrance end of this block is energized. The paddle 22 assuming its lowermost position, noves the contact segment 30El to its lowermost position, whereby the same disengages the contact 32 but still remains inv engagement with the contact 31a. The ramp-sections 4 and '5 disposed near the entrance end of blocl 3 (not shown) are now in a 'condition to allow the train to enter the block 3, as the ramp-section 5 will have electrical connection with the source of current 23, through armature 29', segment 30a and wire 36l While ramp-section 4 will be disconnected from thisl source of current.'

Assuming that an engine 'is entering block 3 from block 4 and traveling in the direction of theJ arrow, as soon as thelengine moves into proximity to the ramp-sections 4 and 5 (not shown) near` the entrance end of block 3, the shoe r31 ,will4 engage ramp-.Section5 and a circuit will be closed for energizing' the solenoids 45 and 69. When this circuit is closed, current will flow `from the source 'of current 23, through v'armature' 29', contact segment 30a," lead through the ramp-section 5, 1

wire 36, shoe 31, wire 71, solenoid 45, 'solenoid 69, wire 73, through the frame of the engine and through rail l, back' to the source of current. When the solenoid 45 Vis energized,

it swings bell-crank lever 42 and swings the .7

arm 35 to the right, whereby the pin 48 can only operate in the vertical' portion of the inverted .1 -shaped slot y38. Upon further travel of the shoe 3l over the ramp-section 5, it is velevated and moves the arm 35 upwardly. .not now upon its upward movement, effect a movement of the bell-crank 'lever 5l. When the solenoid 69 is simultaneouslyen-, ergized ,with solenoid 45, it swings/the arm -64 to cause the pin 66 to enter the recess 67,

' It is obvious that the arm 35 can! when theV` swinging arm 35 has been suiiciently elevated. The arm 64 does not move vthe l lever59 until the shoe 3l and its associated 1.10 tlvlllktnlhe block 2.1a .track circuit ywill elements/ begin to descend and .then `onlyl ifl 3l now engages ramp-section 4, wherebyrail l. back to the source ot current.

' is held fast within the recess 6T.

the solenoid is energized. Upon further travel of the engine, the shoe 31 engages the insulated portion G ot' the ramp, whereby the above referred to circuit is opened and solenoids .lo and GS) deiinergized. Upon it'urther travel olf the engine, the slice 31 en gages the ramp -section l, which 'above stated, is ldisconnected Jrom the source of current. The shoe 31 and its associated members now hegin to descend until they discngag'e the ramp-sections il when they will again assume their normal positions.

The engine now continues its travel'in bloc-k 3 and approaches the entrance end ot block 2. lVhen the shoe 8l engages ramp-section k5 disposed near the entrance end ot block 2, a circuit will be closed for energizing` solenoids l5 and (Sil. ln this eircuit current will tlow troni the source ot current 253, segment 30". lead wire 2:36", ramp-section 5, shoe 3l, lead wire 71, solenoid l5, lead wire T2. solenoid (59, wire 73, the framework ot the engine, and through rail l back to the source ol. current. lWhen the solenoids 45 and G9 are energized. the bell-crank lever 42 .is swung to position the pin i8 in the vertical portion of the inverted L-shaped slot The shoe 3l and arm 85 are now elevated lout the pin 48 will work idle in the vertical portion ot they slot 3i and the bell-crank lever 51 will not be turned. lVhen the arm S5 has reachel'l its uppermost position, the. pin (3G will be disposed in alinenient with 'the recess (37 ot swinging arm (Si. '.lhe solenoid (39 being energized, the arm (-'t is swung so that the pin G6 is disposed within the recess G7 and hcldlast therein. When the shoe 3l engages the insulation 6, the above referred to circuit is opened and solenoids 45 and (39 deenergized. As above. stated,both ramp-sections l and 5 have electrical connection withjthe source of current. rlfhe shoe a circuit is closed to again energize the solenoids l5 and (39. ln this circuit, current will flow Vtroni the source olt current 23 at the entrance. end ol block 2', through arniature -2),contact segnient 30, lead wire 35, a ralnp-section el. shoe 3 lead wire Tl. solenoid #15,wirc 72. solenoid (39. wire 78, the iframe-work of the engine. and through the The solenoid (Si) being now energized, the pin 66 The shoe continuing its travel over the rampseetion il, begins to descend. carrying with it the arm (l and associated members. The arm ('lwill now swing lever 59 downwardly. 'lhe cable (52 attached to' this lever is pulled and the exhaust valve (32 is operated to sound the whistle in the engine cab, to indicate caution, whereby the engineer is inlornied that the block l is occupied. l

The ramp-sections t and 5 near the enthrough armature '29. Contact trance end ot' block l are both disconnected from the scarce of current 23. When the engine, moves into proximity to these rampsections the shoe 3l engages the ramp-section 5 and is elevated by traveling along the same. No circuit is new closed to energize the solenoids l5 and 69. The pin 4S remains in the horizontal portion of the inverted L-shaped slot 38, whereby when the shoe 31 moves the arm 35, upwardly, the arm 49 will be elevated and bell-crank lever 51 swung. This movement of the bell-crank lever 5l actuates the air brake valve to stop the engine.

It is to be understood that the form of my invention herewith shown and described is to be taken as. a preferred example of the same and that certain changes in the shape, size` and arrangement ot parts may be resorted to without departing from the spirit ot the invention or the scope of the sub- `ioined claims.

Having thus described my invention, I claim:

l. In a train control system, a track divided into blocks, a source of current having electrical connection with the rails of the Iblock, a relay having electrical connection with said rails,fa ramp curved longitudinally in a. vertical plane and adapted to move an element carried by thetrain disposed near the entrance end of the block to one side of one ot the rails and including a plurality of ramp-sections which are rigidly connected b v insulating` means to provide a continuous engaging surface, and partial circuits in cluding a. source of current having connection with the ran'ip-sections and opened and closed by said relay.

2. ln a train control system, a track divided into blocks, a source of current, la ramp cuiied longitudinally in a vertical plane disposed near the entrance end of the block, adapted to move an element carried by a train, arranged to one side'of one of the track rails and 'formed of a plurality of ramp-sections which. are permanently connected by insulating means to form a c0ntinuous engaging surface, means for connecting and disconnecting the ramp-sections with and from the source of current, and means including a track block circuit operating independently of the first named means, `ior controlling the connection between said ramp-sections and 'source of current.

ln a train control system, a track divided into blocks, a ramp curved longitudinally in a vertical plane-di'sposednear the entrance end of each `block uponeone Lslide of one ot the itrack rails to `movewalii` lel'cmemn carried. by, itlietrain,v ar source ofdcrventp means for Y conn ectmg 1 and disconnect] ng the ramp with anril'ffromthe sonrcefof current,

and separate means to connect and disconareas/eo neet the rampwith and from the source of current, including;` a relay and a track circuit connected with the relay.

Ll. ln a train control system, a track, a rani'p disposed near the saine, a source of current independently operating, relay and switch for connecting and disconnecting,` the rainp with and from said source of currenty at a plurality or different points, and a track circuit connected -with the relay.

25. In a train control system7 a track, a ramp disposed near the saine, a source olf current, a relay and switch for connecting and disconnecting the ramp with and from said source of current, a track circuit connected with the relay, track signaling means, and means for operating the switch 'from said track signaling means.

6. ln a train control system, a track diyided into blocks, ramp-sections insulated from each other and disposed near the entrance end of the block, a relay, a track circuit connected with the relay, a source of current having one pole connected With the rail of the track and its other pole connected with the armature of the relay, contact 'to coperate with the armature, a contact arm having electrical connection with the contact, a plurality of contacte to be engaged and disengaged by the contact arm, and nieans electrically connecting said plurality oi" contacts and ramp-sections. Y

7. ln a 'train control system, a 'track-divided by insulating means into blocks, a ramp disposed near the entrance end oit the bl ck, itfornied ot' a plurality or" insulated ramp-sections and arranged to one side of the track rail to move an element carried by the train, a source of current having one pole thereofelectrically connected with the track rail and its opposite pole adapted to he connected 'with the ramp-sections, means for controlling the electrical connection be-4 tween the source of: current and the ramp? sections, a'source oi" current connected across the rails in the block, and a relay connected :icross the rails in said block to disconnect the ramp-sections from the named source of current when said relay is deenergized.

8. in train cr vided by insulati `trol system, a 'track din'ieans into blocks, a ramn curved lo 'tudinally in a vertical plane and adiptcd to move an element car ried by the and disposed the en- 'l the block to one "ide ci one of d 'lornicd et pli 'ality of insuctions, n re rigidly con- 'V provide con a source oi? curi? electricallyricci' the ra arate i' and and di connect the i inpe? there c ole .each block, opera 9. ln a train control system, a trackdivided by insulating means into blocks, rampsections insulated from each other and dis posed near the entrance end of each block, a source of current, means to connect and disconnect the source of current with and from theramp-sections at a different point,

and mechanically operated and electrically controlled apparatus carried by the vehicle tovcoperate With said ramp-sections 10. ln a train control system, a track vdivided by insulating means into blocks, a ramp disposed near the entrance end of each block, a source of current, means to connect and disconnect the source of current with and from said ramp, means operated upon the entrance of a vehicle into the block to disconnect said source of current from said ramp at a different point, and mechanically operated l and electrically controlled' apparatus carried by the vehicle to coperate with the'rainphsubstantially as described.

ll. ln a train control system, a track divided by insulating means into blocks, aA

ramp including insulated ramp-sections adapted to move an element carried by the train and disposed. near the entrance end of 'the block upon one side of the track rail, a source of current having one pole thereof electrically connected 'with the track rail, means tc control the electrical connection between the opposite pole of the source of current and said rampsections, a track eignal means disposed near the entrance, end of' the block, and operative connections between the track. vsignal means and the controlling means, so that they operate together.

l2. ln a train control system, a track divided by insulating means into lolocks, ramp-sections insulated. from each other disposed near the entrance end of each block, a source et' current having one pole thereoi.E electrically connected with the rail of the 1vclock, ineens to control the electrical connection 1oetvveen the opposite pole of the sour/ev of current and said. ramp-sections, a track signal disposed. near the entrance end ot ive connection between said track signal and meansso that theyv operate together, means operated upon the entrance of a vehicle into a block to disconf nect the rarip-sections'near the entrance end of saidhloclr from the source o current, and mechanically operated and electrically controlled apparatus carried by the vehicle to cooperate with the rampeections.

i8. ln a train control system, a track divided hy insulating means into blocks, a ra ip disposedv suitably near the entrancey end the block, a source of current, a ycir; amc between the source of current and the ramp and adapted to be openedat a plu! with and from the source of current depending upon the condition of the block, and automatic means for disconnecting the ramp-sections from the source of current upon the entrance of a train into the block.

In testimony whereof I nflix my signature in presence of two witnesses.

VILLIAM M URRAY.

.Vitnesses z JAMES L. CRAWFORD, B. V. FIsHBURNE. 

